Engineer&#39;s valve.



J. REICHMANN.

BNGINEERS VALVE. APPLIUATION FILED r1.1a.25, 1911.

Patented Aug. ,22 1911.

5 SHEETS-SHEET 1.

J. REICHMANN.

ENGINEBRS VALVE.

APPLIGATION FILED 2211.25, 1911.

1,001,552, Patented Aug. 22, 1911.

lun lun 1 m \\\\\\\\W J. REIGHMANN.

ENGINEERS VALVE.

APPLICATION FILED FBB.25,1911.

1,001,552, Patented Aug.22,1911.

5 SHEETS-SHEET 3.

J. REIGHMANN.

ENGINEER'S VALVE.

APPLICATION FILED 2213,25, 1911.

Patented Aug. 22, 1911.

5 SHEETS-SHEET 4.

am wm um .M mm G @I lllll J. REIGHMANN.

BNGINBERS VALVE.

APPLIUATION rum 213.25, 1911.

Patented Aug. 22, 1911.

L/JQ Q JOSEPH REICHMANN, Ol CHICAGO, ILLINOIS.

ENGINEERS VALVE.

Specicaton of Letters Patent.

.Patented Aug. 22, 1911.

To (LU whom it may concern:

lie it known that I, J'osnrn; ltrnomixNN, a citizen oit' the United States, residing at tlhitaigo, in the county ot Cook and State ot illinois, have invented a new and usctul AImprovement in flCngineers7 Valves, ot which the Yfollowing is a specification.

My object is to provide an engineer-s brake-valve oit improved construction adapting it for use in connection `with automatic air-brake triple-valves either oit' the wellknown type which cause the bralies to be applied :tor service stops by auxiliary reservoir pressure alone, or oit the type which cause. the brakes to be applied for service i stops by auxiliary resi-irvoir pressure supplemented by train-pipe pressure. A triple-valve ot the latter type is shown, described and claimed in Letters Patent No. 991,801, granted to me May t), 21911, Fluidpressure brake apparatus lvly present engineers brake-valve hasI been devised by me not only to render such combination automatic and straight-air valves under ready control oit' the engineer, but also to itultil all the .more advanced requirements oit engineers brake-valves designed Yt'er use where all the triple valves ot' the train a re of the purely automatic type.

ln the accompanying drawings, which show my improvements as I prefer to provide thein--l`igure l is a vertical section ot' my engince"s valve taken on line .'l in liligs. l and 5; ltig. 2, a vertical section taken on line E2 in Figs. 1,3,4t and 5; lig. 3, a broken plan-section taken on line 3 in Fig. l; Fig. r4t, a partly Sectional plan-view, the section being taken on line t in ltig. il.; llig. 5, a plan section taken on line 5 in ll`ig. l; Fig. (3, a vertical section taken on line t3 in llig. 3; lligs. 'T and 8 detail sections taken on lines 'T and S, respectively, in Fig. 3; lt `ig. 9, a vertical section taxen on line t) in Fig. t3; and Figs. l0, ll, l2, '13 and itil, plan sections taken on line l in Fig. l, and indieating the diti'crent positionsl ot the main valve with relation to its seat when turned, respectively, to release, running, onlap service7 and emergency 7, to bring about all those operations.

The cngineefs valve in its entirety involves in its structm'e a niain valve and two supplemental valve-devices connected thereto and coperating therewith in bringing about the accomplishing of the duties t'or which the engineers valve designed. lhc casing or statumary part of the inain 'alve is formed ot tour sections, '15, 1G, 1T and '18, bolted together and separated by gaskets, as indicated. lhc section l colitams a chamber Q-t, which is in open communication with the main reservoir (not shown) through a passage 19. The said chamber incloses the main valve Q0 which is controlled .in the usual way by a handle (ln the rim ot the section t5 are the usual notches dclining the positions to which the vatvo-operating handle 2l should be turned :for bringing about the ditl'erent operations, the handle carrying thel usual spring-stop 2L to engage the notches. The valve turns on the usual valve-seat Q3, which torms the base ot thc chamber let. llxtending through the valve Q0 in the positions indicated are the. ports and 2G, and in the under tace ot' the valve are the cavities QT, QS. In the valve-seat, in the positions shown, are the large direct exhaust port EBS), the large port 30, a cavity 31 and, the small ports of passages 32, 32S, 3l, and 35. l`he port 2t) extends directly downward `trom the seat, as indicated in Figs. l, 3 and 5, and communiiaites at its lower end, as indicated in Fig. l, with a passage extending to the outlet connection 25.)" tor a pipe (not shown), which would cxtend to the outside ot the cab. The port or passage 250 leads directly to the train-pipe; the cavity 3l, when the valve is in the release position shown in Fig. 10, opens comlmmication 'trom the port Q5 through the cavities 3l, '29T to the direct train-pipe port 530; the port ot passage 32 extends through a eircuitous course to the atmosphere; the passage '53 extends, as iiulicated in Fig. l, to the train-pipe passage BO, being simply a branch thereol; and the piu-:sages i-t and 35 extend to the supplemental valve-devices 37 and Siti. 'lhe ports 323, 32 are supplemental exhaust ports which when in connnunication through the cavity 28 establish a supplemental exliaiist-passage :troni the train-pipe passage. 30 through the sulnilemental valvedevice Pitt; and the port 34; is a -feed-port ttor air t'rom the main-reservoir to the trainpipe when the main-valve Q0 is turned to running position (Fig. AIl).

Extending trom the niain-reservoir passage l) is a pressure-gage pipe 39 carrying the usual main-reservoir pressure-gage (not shown), and the train-pipe, in practice, also carries the usual train-pipe pressure-gage (not shown).

The supplemental valve-device, or 'feedvalve, 37 is interposed between the feed-port and passage 34: and the train-pipe, as indicated most plainly in Fig. 5. It contains a piston-chamber 39 (Fig. l) provided with a piston a0'. In open communication with the piston-chamber 39 is a slide-valve chamber al to which the passage 3a leads, as shown. The stem il2 of the piston extends through the chamber Ll1 and carries a slidevalve 43 governing a port all which leads to a second chamber e5. In the lower endportion ot' the chamber 45 is a valve 46 normally closing a passage 392L extending from the chamber 39 beneath the piston Ll() to the chamber l5. rlhe valve i6 is held normally to its seat by a spring 47 conlined between a screw-plug 11-8 and perforated sleeve 49 fastened to and movable with the stem ot' the valve 416. A passage 50 extends from the passage ist to the train-pipe passage 30, as indicated in Fig. 5. The slide!- valve 3 is held to its seat in the usual way by a spring 51 and is contined between collars 52 on the stein The piston lO is held normally in the raised position shown in Fig. l, by a spring bearing at its lower end against the screw-cap 54.

`Wlien the main-valve 20 is in release position, as indicated in Fig. 19, the pressure flows from the main reservoir to the trainpipe and also flows through the feed-port and passage 3/1- into the slide-valve chamber 41. W hen the valve 29 is in running position, as indicated in Fig. 1 1, air from the main-reservoir passes through the port 2G and passage 34 to the slide-valve chamber 4-1. In other positions of the main valve 20 the port of the feed-passage is closed. It will be seen from the construction, as illustrated in Itig. 1, that the piston 40 is a loosely fitted or tree-moving piston and that pressure escaping past the same to its under side can escape through the passage 39 by opening` the valve 4G. rlhere is thus formed, in etllect, a by-passage for air, around the slide-valve ell-3, from the passage 34; to the passage 50, which by-passage is normally closed by the valve The tension of the spring 53 may be regulated by means of washers 55 inserted above the screw-plug 54rand the tension or" the spring 17 may be regulated by means of washers 56 inserted beneath the screw-plug 13, rll`he sleeve or collar 49 which is fastened to the stem of the valve 46 has openings 57 for the free passage of air through it.

The supplemental valve-device 36 is bolted to the flange 58 of the main valve-member 18 and contains portions of the aforesaid passages 30, 32 and 35. In the said valvedevice is a piston-chamber 59 and a slidevalve chamber G9 in open communication with a branch 19 of the main-reservoir passage 19. Extending from the chamber 59 in line with the chamber 60 is a chamber or housing 61 closed at its outer end by a screw-plug 52. Beneath the chamber or housing 61 is a chamber G3 closed by a screw-plug 6d and in open communication with the chamber 59 through a passage 65, which passage, however, is normally closed by a valve G6 having a stern 67. The stem is guided at its end in a plug G3 and is surrounded by a spring G9 confined between a perforated collar on the stem and the plug (S8. rlhe spring G9 may be tensioned by he insertion ot washers between the plugs 68, In the chamber 59 is a loosely fitted or free-moving piston 71 on a stem In the base of the chamber 60 is a valve-seat 73 having a slide-valve 74 movable with the stem 72. In the seat 73, in the position shown, is the port of an exhaust-passage 75, the outlet ot which may be piped to the outside of the cab. Also in he valve-seat 73 is a port 76, communicating with the passage 32, and ports 77, 78, 79, communicating with a branch of the train-pipe passage 30. ,In the slide-valve is a cavityv 80, and openings 31, forming ports adapted to register with the port formed by the series of openings 77, 73, 79 to afford coi'ninunieation between the passages 19EL and 30, and thus establish what is, in etiect, a train-pipe re-charging by-passage. Communicating with the chamber 63 is a port 3a?L extending to the passage 35 and forming therewith an equalizing passage, to equalize the pressure in the chamber G3 with the train-pipe pressure when the main-valve 20 is in service position or on-lap In the iousing Gl is a buffer 33 which is in the path of the end of the piston stem 72 and held normally in the position shown in Fig. 9 by a graduating spring Sil. The spring 8l is confined between the buffer 83 and the tensioning nut 35, which latter is splined into a key-way 85 to prevent its rotation and is interiorlyv threaded to receive a threaded adjusting stem 37 which extends through the plug G2 and carries a handwheel S8. By turning the wheel 88 and consequently the stem S7 the nut 85 may be caused to travel along the stem and thus tension the spring 8s. @n the stem 87 is a collar 89 and the normal position of the stein with reference to the adjacent parts may be regulated by washers 90 inserted between the stem and the plug 62. Interposed in the passage 351 between the chamber and the passage 35 is a rotary plugvalve 91 having a handle 92 and which may be turned to open or close the said passage.

The operation of the cngineers valve is as follows: Compressed air from the main reservoir enters through the passage 19 and its b lanch 19a, shown in Fig. 3, to the slide- Yalve elian'il'ier (SO, and also into the chamber 2l above the main-valve 20. then the handle 2l is turned to rel lase, position (Fig. l0) air trom the niain reservoir passes through the port 25, eavity 'l and rarity 2T tothe port and passage 23() to the train-pipe. i

When the handle 2l is turned to on-lap troni the passage 3Q through the port To,l

slidewalve eavity and port 75 to the atw iiiosphere, thereby redueing thi air-pressure in the trahi-pipe, as desired. During service ajiplieation the piston Tl and valve 74 remain stationary in the position shown in Fig. t5. Villien the reduetion ot air-pressure in the train-pipe is sullieient; to l,anse the triple uilyes of the t ain to apply the b laltes lo a serviee stop, the handle Qt et' the yalve Q0 may be turned to on lap Wposition, iiidieated in Fig. l2, thereby closing all the pressare-eontrolling ports. By moving the handle to eniergeney position (Fig. tl), eounnunieation between the port 3() and exhaust-port Qt) is fully opened. fausing the exhaust ot air from the trainpipe to the 't'ull eapaeity ot' the valve.

Tn the running position ot the Yalve Qt) (Fig. ll), eon'iniunieation between the port 25 and train-pipe passage 3() is elosed and eonniiunieation between the inaiii-reservoir passage l) and the leed-port 3ft is opened through the portl QG in the valve Qt), whereby the maiii-reservoir air passes through the passage Slt into the pressure-redueing 'alvedeviee ST. This pressure entering the slide 'valve ehaniber -f-rl and bearing against' the piston l0 mores the latte and slit'lefralve '13 downward, whereby the pressure will pass throi'igh the port #ist and passage 50 to the trahi-pipe. This passage troni the port 3l I- through the ifedueing-Valve 37 to the trainpipe is. in etteet. a feed-passage through whieh pressure passes 't'roin the main-reser roir through a` rediieing-valye to the train` pipe to maintain the latter at normal. rlho tension oft' the spring 53 is adjusted to eontrol' the movement and position o'l the piston 40 and slide falye t3 in eonjunetion with a predetermined airspressure below the piston in the chamber 3l.. Main-reservoi air trom the ehaniber -ft-l will eseape past the piston 40, and the valve l-t in the ehaniber it?) being Closed a pressure is produced in the chamlier 39 below the piston whieh will cooperate with the spring 53 to more the piston and .li'tti the slide-"valve to a position with ret'erent-e to the port la, as may be required tor eontinuously supplying the desired quantity ol niain reservoir air to the trahi-pipe through the passages `tl. 5t). lhe air eseaping past the piston it) to the underside ot the latter passes through the passage Pill, elianiber 1115 and passage 5t) into the trailipipe. lior operations in\'ol\\'ing` only a slight reduetieii ol' the train'j'iipe pressure. the Valve Itti would pert'orin no partieular tuin-tion. llnder these eireumstanees. owing to the slight di tl'ereiiee ot air-pressure on opposite sides ot the piston l0. the leakage oft air past the piston is very slight and the pressure in the ehainber ill) operates` in ronjunetion with the spring fill. to maintain the slide-Valve itl normally (-losed. Then the train-pipe pressure is redueed sutlieieiitly below the pressure in the eliainber -l'l to eause the latter to overt-unie the resistanre ot the spring 53'). the piston would yield and anse the opening ol the port l-lto admit iiiaiiiaeservoir pressure to the tiaiirpipe. liy employing the valve `lt' and attendant parts shown in Fig. 'l and above desrrilied a greater baek pressure may be maintainedunder the piston -`t0. this increased bach pressure being eoniinensurate with the resistanee ot the spring -l-T as adjusted. rlhus. when the Vali'e Qt) is in ruiming 7 j'iositionl i predeterniined pressure niay be maintained in the traiii-pipe with reterentai to the niain reservoir pressure. and in the lase ot' leakage troni the traiii-j'iipe the saine will be sup plied and tlie train-pipe pressure maintained at its standard. 'lhe pressiire-redurine` Valve-mechaiiisin. deseribtal. in the easing il? will autoniatieally adjust itsel't to ronditions` whereby the port tl will be maintained open niore or less eonstantly to the extent required to supply the train-pipe and maintain the pressure in the latter at standard. ln praetiee. the tensions ot the springs 523 and ft? should be so adjusted as toinaiiitiin the proper ditlerenee between mainreservoir pressure and train-pipe pressure.

Then the valve Q0 is turned to on lap position (Fig. i9). eoininunieation is established between the main exhaust port Q9 and supplemental exhaust port 3Q. butv this jierlforins no 'tunetioir lVhen the Yalve "2() is turned to service position- `Fig. li. the port Slt is elosed and eonseuuently the redueing talvede\'iee 3T is thrown out o't action.

'lrain-jiipe air passes through the passage and port` 3?) and earity QS to the passage 3Q. As be'tore stated. the chamber (3S-3 is in open eonnnunieation through the port $55 with the passage 35, so that when the valve 2l) is either in on lap or serviee7 'j'iositioin the ports 30 and $35 being in eonimunieatioii through the cavity 2T o't the Valve Q0, the pressure in the chamber (33 will be the same nel;

as that in the train-pipe. The piston 71 in the supplemental valve-device 36 is loosely fitted or free-moving, so that there will be more or less leakage of pressure from the main-reservoir passage 19L through the chamber 60 and past the said piston to the chamber 59 in front of the piston 71. rlhis pressure in the chamber 59 will be maintained at a predetermined degree over the train-pipe pressure by the resistance of the spring 69. `When the valve 20 is first turned to service position, the parts of the valvedevice 8G will, be in the positions indicated in Fig. 6, so that air passing from the trainpipe into .the passage 32 will exhaust through the port 76, cavity 8O and port 75 to the atmosphere. lWhen pressure in the train-pipe is reduced to a predetermined extent, as would be the case after the triple valves of the tiain have been moved to service application position, the pressure from the main-reservoir through the passage 19n exerted against the piston 71 will move it to compress the regulating spring 84. ln the movement of the slide valve 7l thus brought about the exhaust-port 75 is closed, thereby stopping further reduction of the pressure from the train-pipe. In the further movement of the piston and slide-valve 74 which would occur following abnormal reduction of train-pipe pressure, the ports 77, 78, 79 of the passage 80 will be opened y plication of brakes, the pressure in the chamto admit main reservoir pressure quickly and in comparatively large volume from the main-reservoir branch passage 19a to the train-pipe passage 80.

rlhe function of the buffer-spring 84 is to permit opening of the ports 77, 78, 79 only when train-pipe pressure drops abnormally; that is to say, when it drops below the limit which. it is desirable to retain in the train-pipe when brakes have been applied for a service 7 stop. VVh-en the ports 77, 78, 79 are open the pressure passing the loosely-fitted piston 71 to the forward side thereof in the chamber 59, coupled with the rise of pressure in the train-pipe, and, consequently, in the passages 85, and chamber G3 against the valve G6, very soon causes said piston to return far enough, in the direction to the left in Fig. G, to close the ports 77, 78, 79 without necessarily moving far enough to open the exhaust-port 75. T his return of the piston would` in prac-tice, occur before the passage of main-reservoir pressure through the ports 77, 78, 79 could influence the triple-valves to return to release position.

vWhere the triple valves of the train are of the combination automatic and straight air type, described in my aforesaid latent No. 991,801, a service reduction of trainpipe pressure through the engineers valve is followed by a further reduction thereof through a direct passage into the brake-cylinder, with the probable result of causing the piston 71 to move in opposition to the buffer-spring 84:. rllhe air thus admitted to the train-pipe direct from the main-reservoir through the ports 77, 78, 79 will tend to overcome any undue reduction of trainpipe pressure produced by the passage of the latter direct to the brake-cylinders. In the movement of the piston 71 toward normal position, the ports 77, 78 and 79 close in advance of the opening of the port 7 5, as before stated, and for a time at least the passage of main reservoir pressure to the trainpipe through the ports 77, 78, 79 may be shut off and the exhaust-port 75 also closed. During this time the engineer may turn the valve 2O back to on lap position.

rlfhe permissible reduction of train-pipe pressure for service application of brakes is governed by the adjustment of the graduating spring 811 in the manner set forth, and the difference of pressure between what it is desired to maintain in the chamber 59 and the train-pipe pressure at the time is governed by the tension of the spring 69.

lWhcn the main-valve 20 is turned to emergency application position (Fig. 14), the large train-pipe port 8O in the valveseat Q8 is thrown into wide communication with the large exhaust-port 29, with the result of releasing all pressure from the train-- pipe. Naturally, during emergency apber 68 should not be reduced to an extent which would permit the main reservoir pressure to move the supplemental slide-valve 711 to open the ports 77, 78, 79 which would admit main-reservoir pressure to the train-- pipe. Therefore, to lock the pressure in the chamber 68 when the valve is moved to emergency position, l provide on the valve 2O a port-closing lip or lug 98, which, in the emergency position of the valve 20, effectually closes the port 85. ln case of a rupture of the train-pipe, the handle 2l may be moved to on lap position, and the passage 852 closed by turning the plug 91 to retain the air-pressure in the main reservoir.

lill hat l claim as new and desire to secure by Letters Patent isl. ln an engineers brake-valve, the combination with a valve-casing or chamber having a main-reservoir connection, a valveseat provided with a direct train-pipe port and a direct exhaust-port and a main-valve on the valve-seat, of supplemental trainpipe exhaust-ports in the valve-seat established by the main-valve when turned to service position to open a service-stop exhaust-passage, a feed-port in the valve-seat leading indirectly to the train-pipe and opened into communication with the mainreservoir by the main-valve when turned to running position, supplemental valvemechanism interposed in said service-stop lio` passage and governing the exhaust ot pressure therethrough, supi'ilelnental valveniechanisni interposed in said fetal-passage and governing the passage ol" pressure therethrough7 u'ieans iter adjusting` the resistance againsty closing' oit the lirst naiued supplemental valve-nieohanisnn and ineans indepentflent ol said adjusting nieans Al'or adjusting the resistance against opening ot the second supplemental valve-ineelianisin.

2. ln an engineens brake-valve, the eonibination witlr a Valve-easing or ehainber haa-ing` a nnLiiji-reservoir eonneetion and a ,'alve-seat; provided with a direet train-pipe port and a direet exhaust-port, ol,t a supplemental exhaast-passage troni the lrain-piim to the atinosiiliere, a main-valve on the valve-seat controllingI the 'said ports and establishing said pas-saire when turned lo service l position, LL snmileinental valve-deviee through whieh said passage extends, a piston-ehainl'ier in said valve-devit'fe coniinnnieatfing at one side with the main-reservoir and at its opposit: side willi the trainpipe, a loosely fitted piston in said ellainber, a valve operativi-ily connected with the piston and Controlling said 'passageI` and a spring-seated valve between said oliauiber and train-pipe resisting; the passane ot pressure from the tizhaniher to the train-pipe.

3. ln an engineer@ brake-valveA` the eoinbination with a valve-easing or ehz'nnber having a main-reservoir connection and a valve-seat provided with a direct train-pipe portl and a direet exhaust-port, ot a supplemental exhaust-passage it'roni the train-pipe to the atmosphere, a main-valve on the valve-seat controlling the said ports and establishing` said passage when turned to service position, a ley-passage for pressure from the main-reservoir to the train-pipe.y a supplemental valve-device, a piston in said valve-device exposed at one side to mainreservoir pressure and subject on its opposite side tio the resistanee ot haelt-pressure trom the train-pipe7 and valve-rneehanisin `governing' looth oit said passages and operatively connected. with said piston said valveineelianism normally opening,- said established supplemental exhaust-passage and elesinesaid ley-passage and operating; under the initial movement ot the piston lroni normal position tio Close said established supplemental exhaust-passage, and operatineunder 'l'nrther travel ot the piston to open said by-passage, tor the purpose set tortlli.

4. ln an enejineefs brake-valve the coin bination with a valve-oasine` or Chamber having' a nniin-reservoir eonneetion and a valve-seat provided with a direet train-pipe port and a direct; exhaust-port. o'l a supplemental exhaust-passage from the train-pipe to the atmosphere, a main-valve on the valve-seat controlling1 the said ports and establishine' said passage when turned to service l position, a bvpassage `tor pressure l'roni the Inain-reservoir to the train-pipe, a supplemental valve-(leviers, a piston in said valve-device exposed at one side to inainreservoir pressure and subject on its` opprsit'e side lo the resstanre ot laok-pressure l'roin the train-pipe, ralve-ineehanisin governing both ot' said passages and operatively eonneeted `with said piston7 .said valve-lneehanis-ni nornuillyY opening` said estable-:lied supplemental ex'naust-passage and rlosing;l said bly-passage and operatingI under the initial inoveinenl ol` the piston to elose said established supplemental exhaustpassage, and operatingl under l'urther travel olA the piston to open said lay-passage, and a graduatingsprine' resisting movement ot the piston lli-oni normal position. l'or the purpose .set l'ortih.

ln an engineerls ln'al\'e-valve the coinbination with a valve-easingI or chamber having a n1ain-reservoir eonneetion and a valve-seat provided with a direet train-pipe port and a direet; exhaust-portl` ot a supplemental exliaust-lmssage 'troni the train-pipe to the atmosphere, a main-valve on the valve-seat controlling the said ports and establishing said passage when turned to servit-e position, a liv-passage :tor pressure 'lroin the niain-reservoir to the trainpipe` a supplemental valve-deviee. a piston in said valve-device exposed at one side to inaiii-reservoir pressure and subject on its opposite side lo the resistance ot back-pressure it'roin the train-pipe. valve-nieehanisin governing both ot said passages and operatively ronneeted with said piston, said valve-ineehanisin norniallir opening; said established supplemental exhaust-passage and (closing said liv-passage and operating; Linder the initial movement ol the piston to close said established supplemental exhaust-passaeje, and oper-aline` under itin-ther travel ot the piston to open said liv-passage, a `ermluatine spring: resisting' movementA of the piston troni norinal position, and means tor adjustingthe tension ot the graduating springr lroin outside the valve-easing.

o. AIn an eneineers brake-valve, the coinbination with a valve-easingor Chamber having' a maiii-reservoir eonneelion.` a Valveseatt provided with a direet train-pipe portl and a direet exhaust-port. and a main valve on the valve-seat eontrollinp; said ports.` of a sui'ipleniental exlmust-passage lrom the train-pipe to the atnn'isphere established by movement olE said main-valve to Service position.l a reehare'ine' liv-passage extending 'troni the main-reservoir to the train-pipe, a slide-valve ehaniber in open eonununieation with the niain reservoir having a slidevalve seat provided with a series ot ports interposed in said liv-passage and ports interposed in said established supplemental lOO exhaust-passage, a slide-valve on said slidevalve seat governing the ports therein, and the passage of main-reservoir pressure through the said by-passage ports, a pistonchamber in open communication with the slide-valve chamber at one side and communicating at its opposite side wit-h the train-pipe, a piston in said chamber' eX- posed on one side to main-reservoir pressure and subject on its opposite side to the train-pipe pressure, said piston being operatively connected with the slide-valve and causing the same normally to open the supplemental exhaust-passage ports and close the said by-passage ports, and operating, in its initial movement from normal position, to close said supplemental exhaust-passage ports and operating, in its further travel, to open said series of by-passage ports simultaneously for the passage of main-reservoir pressure direct to the train-pipe, for the purpose set forth.

7. ln an engineer-s brake-valve, the combination with a valve-casing having a mainreservoir connection and a valve-seat provided with a direct train-pipe port and a direct exhaust-port, of a piston-chamber and a slide-valve. chamber communicating with the main-reservoir, a loosely fitted piston and a slide-valve operating in said chambers, a graduating spring-chamber communicating with the piston-chamber at the side thereof opposite the main-reservoir connection, a graduating-spring in the said graduatingspring chamber cooperating with the pressure in the piston-chamber, at the side of the piston opposite the mainreservoir connection, produced by air from the main-reservoir escaping past the piston, an equalizing passage communicating with the piston-chamber, at the side thereof opposite the main-reservoir connection, and leading to a port in the main valve-seat, and a main-valve on the main valve-seat controlling the main valve-seat ports and operating to open communication between said equalizing passage-port and the direct train-pipe port when moved to service position.

8. ln an engineers brake-valve, the combination with a valve-casing having a mainreservoir connection and a valve-seat provided with a direct train-pipe port and a direct exhaust-port, of a piston-chamber and a slide-valve chamber communicating with the main-reservoir, a loosely fitted piston and a slide-valve operating in said chambers, a graduating spring-chamber communicating with the piston-chamber at the side thereof opposite the main-reservoir connection, a graduating-spring in the said graduating-spring chamber cooperating with the back-pressure in the piston-chamber produced by air from the main reservoir escaping past the piston to the side thereof opposite the main-reservoir connect-ion, an equalizing passage communicating with the piston-chamber at the side of the piston opposite the main-reservoir connection and leading to a port in the main-valve seat, a main-valve on the main valve-seat controlling the main-valve-s at ports and operating to open communication between said equalizing passage-port and the direct trainpipe port when moved to service7 position, and a spring-closed valve in said equalizing passage operating to check t-he flow of air past the piston through said equalizing passage.

9. lln an engineers brake-valve, the combination with a valve-casing having a mainreservoir connection and a valve-seat provided with a direct train-pipe port and a direct exhaust-port, of a piston-chamber and a slide-valve chamber communicating with the main-reservoir, a loosely fitted piston and a slide-valve operating in said chambers, a graduating spring-chamber communicating "with the piston-chamber at the side thereof opposite the main-reservoir connection, a graduating spring in the said graduating-spring chamber cooperating with the back-pressure in the piston-chamber produced by air from the main-reservoir escaping past the piston to the side thereof opposite the main-reservoir connection, an equalizing passage communicating with the piston-chamber at the side of the piston opposite the main-reservoir connection and leadmeans for opening and closing it from outside the casing.

10. ln an engineers brake-valve, the combination with a valve-casing or chamber having a main-reservoir connection, a valveseat provided with a direct train-pipe port, a direct exhaust-port and a train-pipe feedport, and a main valve on the valve-seat cont-rolling all the said ports and movable to open the feed-port to the main-reservoir pressure, of a feed-passage extending from the feed-port to the train-pipe and established by the main-valve when turned to running position, and a supplemental pressure-reducing feed-valve device, interposed in said feed-passage, having a pistonchamber communicating with a slide-valve chamber, a piston and slide-valve operating in said chambers, the piston being exposed at one side to pressure from said feed-port, and the slide-valve normally closing the feed of air through said passage, a by-passage extending from said chamber, at the side of the piston opposite the feed-port connection of the chamber, to the train-pipe, end :i spring operating to resist movement of the piston :ind slide-valve 'lroni nornnrl position.

1l. ln an enginees brnlni-vnlve, the conibinzition with L valve-cnsing or chirinhcr having a. mein-reservoir connection, n. vulvesezit provided with :i direct trniwpipe pori'. :L direct exhaust-port and ai trein-pipe feedport, and :i niainwalre on the mire-sent controlling :ill the seid ports und inovuhle to open the feed-port to the 11min-reservoir pressure, of fr feed-passage extending :lroni the feedport to the train-pipe und estublished by the n'nrin-'mlve when turned to running7 position, and :i sum'ilenlenlnl pressure-reducing :feed-vulve device interposed in said feed-passage, haring :i pistonchziniber connnunicnting with :L slide-vnlre chamber, :i loosely fitted piston :ind slidevzilve operating in said chambers7 the piston being exposed :Lt one side to pressure from Seid feed-porlx and the slide-valve normally closing the feed oi." nir through seid pusszigc, L by-pnssnge extending :from sziid chaunher, :it the side olf the piston opposite the 'feedporiy conl'ieciion ol i'ho clizrnilmr, lo the lrarinpipe7 n spring coi'iperziling.; with puck-pressure in the pisi'on chzunher, lnoduced lili' nir from the iieed-port` escuping pnsl the pinion to the side thcreoilv opposite the 'feed-poril connection7 lo resist nioveinent oil the pinion :ind sliflewulre il`ro1n norninl posiiion, :ind n springclosed vulve in smid hy-pussnge oper- :illing lio check. [he flow of nir pzist lhe piston through said liy-pnsszigc, lo render said meh-pressure higher than the pressure in the trein-pipe.

JOS IGI. Il RIC l (ll l AN N.

.ln presence oli l. A. Riunioni), J. G. AisonlisoN.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. C. 

